Waste heat auxiliary power unit

ABSTRACT

The present invention relates to a waste heat auxiliary power unit. In one embodiment, the present invention is a heat exchange unit for an automobile including a core unit configured to be connected to a catalytic converter of the automobile, the core unit generating vapor, and a first energy generation module connected to the core unit, the first energy generation module receiving the vapor from the core unit and generating energy from the vapor.

BACKGROUND

1. Field

The present invention relates to a waste heat auxiliary power unit.

2. Background

With global energy prices increasing, the cost of operating anautomobile for transportation also increases. The cost of operating anautomobile may be affected by its weight and also fuel consumptionefficiencies. However, traditional automobiles may be overweight and donot fully and efficiently utilize the fuel consumed by the automobile.

Thus, there is a need for a more efficient automobile with a reducedamount of weight.

SUMMARY

In one embodiment, the present invention is a heat exchange unit for anautomobile including a core unit configured to be connected to acatalytic converter of the automobile, the core unit generating vapor,and a first energy generation module connected to the core unit, thefirst energy generation module receiving the vapor from the core unitand generating energy from the vapor.

In another embodiment, the present invention is an automobile includingan engine, a catalytic converter connected to the engine, the catalyticconverter receiving hot air from the engine, and a heat exchange unitconnected to the catalytic converter, the heat exchange unit receivingthe hot air from the catalytic converter and utilizing the hot air togenerate energy.

In yet another embodiment, the present invention is an automobileincluding an engine, a generator connected to the engine, a main batteryconnected to the generator, a catalytic converter connected to theengine, the catalytic converter receiving hot air from the engine, aheat exchange unit connected to the catalytic converter. The heatexchange unit can include a core unit receiving hot air from thecatalytic convertor and generating vapor, a first energy generationmodule connected to the core unit and configured to generate electricityfor a first range of vapor pressures, and a second energy generationmodule connected to the core unit and configured to generate electricityfor a second range of vapor pressures. The automobile can also include astarter connected to the engine, an auxiliary battery connected to theheat exchange unit and the starter, an air conditioning unit connectedto the heat exchange unit, an electronic accessory connected to the heatexchange unit, and an engine control unit connected to the heatexchange.

BRIEF DESCRIPTION OF THE DRAWINGS

The features, objects, and advantages of the present invention willbecome more apparent from the detailed description set forth below whentaken in conjunction with the drawings, wherein:

FIG. 1 is a block diagram of the components of an automobile accordingto an embodiment of the present invention;

FIG. 2 is a block diagram of a heat exchange unit according to anembodiment of the present invention; and

FIG. 3 is a block diagram of a heat exchange unit according to anembodiment of the present invention.

DETAILED DESCRIPTION

Apparatus, systems and methods that implement the embodiments of thevarious features of the present invention will now be described withreference to the drawings. The drawings and the associated descriptionsare provided to illustrate some embodiments of the present invention andnot to limit the scope of the present invention. Throughout thedrawings, reference numbers are re-used to indicate correspondencebetween referenced elements.

FIG. 1 is a block diagram of the components of an automobile 2.Automobile 2 includes an engine 4, a catalytic converter 6, a heatexchange unit 8, an engine control unit (“ECU”) 10, a generator 12, amain battery 14, an auxiliary battery 16, an air conditioning unit 18,and an electronic accessory 20. In one embodiment, automobile 2 is ahybrid vehicle. However, automobile 2 can be any type of vehicle such asa vehicle with an internal combustion engine, a vehicle with a hydrogenengine, a vehicle with an ethanol engine, etc. Furthermore, the presentinvention is not limited to just automobiles, but may also encompass anytype of transportation units such as airplanes, helicopters, tanks,trucks, etc.

Engine 4 is connected to starter 34, generator 12, catalytic converter6, and ECU 10. Engine 4 is utilized to move automobile 2 but can also beused to power main battery 14 through generator 12. Engine 4 can beactivated by starter 34 and is monitored by ECU 10. Once activatedengine 4 generates heat during the combustion process and waste air isgenerated. The waste air from the combustion process is passed tocatalytic converter 6 and can have, for example, a temperature of about1600 degrees Fahrenheit. Engine 4 transfers the waste air to catalyticconverter 6. Engine 4 can be an internal combustion engine, a hybridengine, a hydrogen engine, a natural gas engine, an ethanol engine, orany other type of engine sufficient to generate power to move automobile2.

Starter 34 is connected to engine 4 and auxiliary battery 16. Starter 34receives energy from auxiliary battery 16 and is used to activate engine4. Generator 12 is connected to engine 4 and main battery 14. Generator12 can generate energy for main battery 14 using power supplied byengine 4.

Main battery 14 is connected to generator 12 and heat exchange unit 8.Main battery 14 receives energy from engine 4 to recharge main battery14 through generator 12. Main battery 14 can also be used to power amotor (not shown) which could aid in driving or moving automobile 2. Inone embodiment, main battery 14 is a high voltage battery.

Catalytic converter 6 is connected to engine 4, ECU 10, and heatexchange unit 8. Catalytic converter 6 receives the waste air fromengine 4 and cleans the waste air to reduce the toxicity of the wasteair. This can be accomplished, for example, through chemical reactions.Catalytic converter 6 then transfers the waste air to heat exchange unit8.

Auxiliary battery 16 is connected to starter 34, air conditioning unit18, heat exchange unit 8, and ECU 10. Instead of being charged solelythrough engine 4 via an alternator, auxiliary battery 16 may be chargedthrough heat exchange unit 8. Thus, in one embodiment, the alternatorcan be removed from automobile 2 as the alternator would be unnecessary.Advantageously this can reduce a load on engine 4 and a weight ofautomobile 2. Both of these factors can allow automobile 2 to be moreefficient. Auxiliary battery 16 can supply power to electronic accessory20 and/or air conditioning unit 18.

Air conditioning unit 18 is connected to heat exchange unit 8, auxiliarybattery 16, and ECU 10. Instead of receiving its energy from engine 4,air conditioning unit 18 can receive energy directly from heat exchangeunit 8 or indirectly from heat exchange unit 8 through auxiliary battery16. By receiving energy from heat exchange unit 8 instead of engine 4, agenerator and/or solenoid may be removed from automobile 2. That is,instead of connecting a generator and/or solenoid from engine 4 to airconditioning unit 18, air conditioning unit 18 can be connected to heatexchange unit 8 and/or auxiliary battery 16. Advantageously this canreduce a weight of automobile 2. Furthermore, if engine 4 can operatewithout having to drive a generator and/or solenoid, this can alsoreduce a load or strain on engine 4. By reducing a weight of automobile4 and the load or strain on engine 4, this can improve the fuelefficiency of automobile 2 as well as reduce the production cost ofautomobile 2.

Electronic accessory 20 is connected to heat exchange unit 8, auxiliarybattery 16, and ECU 10. Electronic accessory 20 can be powered directlythrough heat exchange unit 8 or indirectly from heat exchange unit 8through auxiliary battery 16. Electronic accessory 20 can be, forexample, an audio device, a video device, an audio/video device, a fan,a mobile phone, or any other types of electronic equipment that can beused in an automobile.

ECU 10 is connected to engine 4, catalytic converter 6, heat exchangeunit 8, generator 12, main battery 14, auxiliary battery 16, airconditioning unit 18, and electronic accessory 20. ECU 10 can monitorand/or control the functions of engine 4, catalytic converter 6, heatexchange unit 8, generator 12, main battery 14, auxiliary battery 16,air conditioning unit 18, and/or electronic accessory 20.

Heat exchange unit 8 is connected to catalytic convertor 6, auxiliarybattery 16, air conditioning unit 18, electronic accessory 20, and ECU10. Heat exchange unit 8 receives the waste air from catalytic converter6. Although the waste air may have lost some of its energy during thecatalytic conversion process in catalytic converter 6, it stillpossesses sufficient energy to produce a state change in a material froma liquid to a vapor. Heat exchange unit 8 can be constructed frommaterial that provides high temperature resistance such as stainlesssteel or other alloys. It may be advantageous to have heat exchange unit8 be located as close in location to catalytic converter 6 in order toreduce the loss of energy by waste air through transportation of thewaste air from catalytic converter 6 to heat exchange unit 8.

FIG. 2 is a block diagram of a heat exchange unit according to anembodiment of the present invention. Heat exchange unit 8 includes acore unit 22 and energy generation modules 24, 26, 28 and 30. In oneembodiment, core unit 22 receives the waste air from catalytic converter6 and uses the waste air to generate vapor by transforming a liquid tovapor using the heat from the waste air. This can be accomplished, forexample, using an accumulator and valve systems (not shown). In oneembodiment, the liquid is isolated from the waste air such that heat canbe transferred from the waste air to the liquid, but the liquid and thewaste air do not actually mix. This can be done, for example, by usingthermo conductive material to segregate the waste air and the liquid.The vapor generated by core unit 22 is then selectively passed to energygeneration modules 24, 26, 28 and 30.

Energy generation modules 24, 26, 28 and 30 can each be designed for aspecific range of vapor pressures and the appropriate energy generationmodule or energy generation modules are activated depending on the vaporpressure in core unit 22. That is, energy generation module 24 might beoptimized for used with a relatively high vapor pressure whereas energygeneration module 30 may be optimized for use with a relatively lowvapor pressure. In one embodiment, an energy generation module that isconfigured to be connected to a device that utilizes a high energyoutput is configured to be used with relatively high vapor pressuresbecause it is contemplated that relatively high vapor pressures cangenerate a higher amount of energy. For example, since energy generationmodule 28 is connected to air conditioning unit 18, energy generationmodule 28 is configured to be used with a relatively high vaporpressure.

The configuration of each energy generation module 28 can beaccomplished by configuring the turbines within each energy generationmodule. For example, to generate a higher amount of energy with highervapor pressure, it is contemplated that relatively large turbines areused. Furthermore, smaller turbines can be used where there is arelatively smaller vapor pressure available since smaller turbines canbe more easily activated with less pressure than larger turbines. In oneembodiment, each device connected to heat exchange unit 8 is connectedto a separate energy generation module. Each energy generation module iscontrolled by ECU 10 and can be activated or deactivated depending onthe vapor pressure of the vapor supplied by core unit 22.

In one embodiment, energy generation modules 24, 26, 28 and 30 aremodular such that they can be easily removed and replaced with otherenergy generation modules without having to remove and/or replace heatexchange unit 8. Advantageously this allows damaged energy generationmodules to be replaced without having to replace the entire heatexchange unit 8 which can reduce the maintenance cost of heat exchangeunit 8 and further extend the life of heat exchange unit 8. In addition,if energy generation modules 24, 26, 28 and 30 are modular, then if newdevices are added to automobile 2, new energy generation modules can beadded to appropriately address the power consumption needs of the newdevices. Furthermore, with advancements in technology, more efficientenergy generation modules may be developed, in which case the moreefficient energy generation modules may replace the original energygeneration modules.

Referring to FIG. 1, in operation, a user activates engine 4. As engine4 is running, engine 4 is generating waste air that has waste heat at ahigh temperature. The waste air is transported to catalytic converter 6where a chemical conversion process is undertaken at the hightemperature to reduce the toxicity of the waste air. The waste air isthen transferred from catalytic converter 6 to core unit 22 of heatexchange unit 8. Since the waste air still has an extremely hightemperature, core unit 22 utilizes the waste air and the extremely hightemperature of the waste air to vaporize a liquid within core unit 22.The vapor produced by core unit 22 is then sent to an appropriate energygeneration module.

The appropriate energy generation module is then selected by ECU 10.This can be done by examining the vapor pressure of the vapor in coreunit 22, the devices which require energy, and the energy generationmodule which the devices which require energy are connected to. Forexample, if the vapor pressure had a gauge pressure of 100 psi, andelectronic accessory 20, air conditioning unit 18, and main battery 14are active, then in one embodiment, ECU 10 selects one or more energygeneration modules from energy generation module 30, 28 and 24.

Assuming, for example, that energy generation module 30 optimallyfunctions at vapor pressure ranges between 40 psi to 50 psi, energygeneration module 28 optimally functions at vapor pressure rangesbetween 100 psi to 200 psi, and energy generation module 24 optimallyfunctions at vapor pressure ranges between 60 psi to 80 psi, then ECU 10can select energy generation module 28 to be active since it isoptimally configured to handle 100 psi to 200 psi and the vapor pressureis 100 psi. However, ECU 10 can also activate energy generation module24 and 30 instead of energy generation module 28 since energy generationmodule 24 is optimal for vapor pressure ranges 40 psi to 50 psi, andenergy generation module 30 is optimal for vapor pressure ranges between60 psi to 80 psi.

Thus, the sum of the vapor pressure ranges would be 100 psi to 130 psi,and the vapor pressure is 100 psi which would be within the range ofoptimal vapor pressures.

In the event that one or more energy generation modules are notactivated, the corresponding devices can receive power from auxiliarybattery 16. If auxiliary battery 16 is low on charge, a warning can beissued to the user of automobile 2 to reduce the amount of devices theuser is operating or the energy usage of the devices such as by reducingthe air conditioning power. Furthermore, ECU 10 can also optionallydeactivate some devices in order to recharge auxiliary battery 16.

Thus, the present invention utilizes relatively hot waste air, which waspreviously discarded, allowing engine 4 of automobile 2 to function moreefficiently by reducing the load on engine 4 and also reducing theweight of automobile 2. It is contemplated that with the presentinvention, the fuel efficiency of automobile 2 can be increased byapproximately 15% to 20%. That is, if a conventional automobile wasgetting 45 miles per gallon (“mpg”) prior to implementation of thepresent invention, automobile 2 with implementation of the presentinvention may get 54 mpg after implementation of the present invention.

FIG. 3 is a block diagram of a heat exchange unit according to anembodiment of the present invention. Heat exchange unit 8 in FIG. 3 hasa single energy generation module 32 instead of multiple energygeneration modules as seen in FIG. 2. Core unit 22 transfers the vaporto energy generation module 32 and energy generation module 32 generatesenergy such as electricity from the vapor. This can be accomplished, forexample, through the use of one or more turbines. In FIG. 3, devicessuch as main battery 14, auxiliary battery 16, air conditioning unit 18,and electronic accessory 20 are connected to energy generation module 32instead of separate energy generation modules. A switch (not shown)controlled by ECU 10 can be used in energy generation module 32 todetermine which of the devices energy generation module 32 should sendenergy to.

In operation, core unit 22 still produces vapor but sends the vapor to asingle energy generation module 32. Energy generation module 32 thenutilizes the vapor to produce energy such as by using turbines. ECU 10then controls which devices (e.g., main battery 14, auxiliary battery16, air conditioning unit 18, and electronic accessory 20) should beconnected to energy generation module 32 to receive power from energygeneration module 32.

In another embodiment (not shown), the present invention can haveinsulative or heat retention materials on the engine to allow the engineto retain heat to generate waste air with even higher temperatures. Thiscould allow more energy production from heat exchange unit 8 and alsoreduce the load on engine 4.

In yet another embodiment (not shown), heat exchange unit 8 is combinedwith catalytic converter 6. For example, there may be a chamber withincatalytic converter 6 for storage of heat exchange unit 8. This can keepthe potentially toxic waste air segregated from the liquid used in heatexchange unit 8 while still allowing the heat of the waste air tovaporize the liquid. It is also contemplated that heat exchange unit 8can replace the existing catalytic core and refracting liner. Heatexchange unit 8 can include tubes and fins designed to provide maximalthermal transfer with a minimal backpressure.

In still another embodiment, ECU 10 can activate an energy generationmodule even when the vapor pressure is outside the optimal vaporpressure for the energy generation module. For example, if the vaporpressure is 80 psi, and the optimal vapor pressure for the energygeneration module is 40 psi to 60 psi, the energy generation module maystill be activated. Likewise if the vapor pressure is 30 psi, and theoptimal vapor pressure for the energy generation module is 40 psi to 60psi, the energy generation module may still be activated.

In another embodiment, a second heat exchange unit (not shown) isconnected to heat exchange unit 8 and receives the waste air from heatexchange unit 8. This could allow for more efficient energy capture fromthe waste air. In still another embodiment, the second heat exchangeunit (not shown) is connected to catalytic converter 6 in parallel withheat exchange unit 8.

The previous description of the disclosed examples is provided to enableany person of ordinary skill in the art to make or use the disclosedmethods and apparatus. Various modifications to these examples will bereadily apparent to those skilled in the art, and the principles definedherein may be applied to other examples without departing from thespirit or scope of the disclosed method and apparatus. The describedembodiments are to be considered in all respects only as illustrativeand not restrictive and the scope of the invention is, therefore,indicated by the appended claims rather than by the foregoingdescription. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope.

1. A heat exchange unit for an automobile comprising: a core unitconfigured to be connected to a catalytic converter of the automobile,the core unit generating vapor; and a first energy generation moduleconnected to the core unit, the first energy generation module receivingthe vapor from the core unit and generating energy from the vapor. 2.The heat exchange unit of claim 1 wherein the core unit receives hot airfrom a catalytic converter and utilizes the hot air to convert a fluidto the vapor.
 3. The heat exchange unit of claim 2 wherein the firstenergy generation module is connected to an auxiliary battery of theautomobile.
 4. The heat exchange unit of claim 3 wherein the firstenergy generation module is connected to an air conditioning unit. 5.The heat exchange unit of claim 4 wherein the first energy generationmodule is connected to a main battery of the automobile.
 6. The heatexchange unit of claim 5 wherein the first energy generation module isconnected to an electronic accessory of the automobile.
 7. The heatexchange unit of claim 3 further comprising a second energy generationmodule connected to the catalytic converter and an air conditioning unitof the automobile.
 8. The heat exchange unit of claim 7 wherein thefirst energy generation module is configured to generate energy for afirst range of vapor pressures, and the second energy generation moduleis configured to generate energy for a second range of vapor pressures.9. An automobile comprising: an engine; a catalytic converter connectedto the engine, the catalytic converter receiving hot air from theengine; and a heat exchange unit connected to the catalytic converter,the heat exchange unit receiving the hot air from the catalyticconverter and utilizing the hot air to generate energy.
 10. Theautomobile of claim 9 further comprising an engine control unitconnected to the heat exchange unit.
 11. The automobile of claim 10wherein the heat exchange unit includes a core unit connected to thecatalytic converter to receive the hot air and generate vapor, and afirst energy generation module connected to the core unit, the firstenergy generation module configured to receive vapor from the core unitand generate energy from the vapor.
 12. The automobile of claim 11wherein the heat exchange unit includes a second energy generationmodule connected to the core unit, the second energy generation moduleconfigured to receive the vapor from the core unit and generate energyfrom the vapor.
 13. The automobile of claim 12 wherein the first energygeneration module is configured to generate energy for a first range ofvapor pressures and the second energy generation module is configured togenerate energy for a second range of vapor pressures.
 14. Theautomobile of claim 13 further comprising an engine control unitconnected to the heat exchange unit, the engine control unit selectivelyactivating the first energy generation module and the second energygeneration module.
 15. The automobile of claim 14 wherein the enginecontrol unit activates the first energy generation module when a vaporpressure of the vapor is within the first range of vapor pressures andthe engine control unit activates the second energy generation modulewhen the vapor pressure of the vapor is within the second range of vaporpressures.
 16. The automobile of claim 15 wherein the engine controlunit activates the first energy generation module and the second energygeneration module when the vapor pressure of the vapor is within a thirdrange of vapor pressures.
 17. An automobile comprising: an engine; agenerator connected to the engine; a main battery connected to thegenerator; a catalytic converter connected to the engine, the catalyticconverter receiving hot air from the engine; a heat exchange unitconnected to the catalytic converter, the heat exchange unit including acore unit receiving hot air from the catalytic convertor and generatingvapor, a first energy generation module connected to the core unit andconfigured to generate electricity for a first range of vapor pressures,and a second energy generation module connected to the core unit andconfigured to generate electricity for a second range of vaporpressures; a starter connected to the engine; an auxiliary batteryconnected to the heat exchange unit and the starter; an air conditioningunit connected to the heat exchange unit; an electronic accessoryconnected to the heat exchange unit; and an engine control unitconnected to the heat exchange.
 18. The automobile of claim 17 whereinthe engine control unit activates the first energy generation modulewhen a vapor pressure of the vapor is within the first range of vaporpressures, and the engine control unit activates the second energygeneration module when the vapor pressure of the vapor is within thesecond range of vapor pressures.
 19. The automobile of claim 18 whereinthe engine control unit activates the first energy generation module andthe second energy generation module when the vapor pressure of the vaporis within a third range of vapor pressures.
 20. The automobile of claim19 wherein the first energy generation module is configured to bereplaced by a third energy generation module without replacing the coreunit.